WO2015186607A1

WO2015186607A1 - Engine device

Info

Publication number: WO2015186607A1
Application number: PCT/JP2015/065452
Authority: WO
Inventors: 圭一辻本; 理彰土井
Original assignee: ヤンマー株式会社
Priority date: 2014-06-05
Filing date: 2015-05-28
Publication date: 2015-12-10
Also published as: JP6356493B2; JP2015229977A

Abstract

The present invention addresses the problem of providing an engine device that can suppress reduction of the rotational speed of an engine and can maintain engine output that is optimal for an applied load, even when the load on the engine changes rapidly due to application of load. A diesel engine (engine device) (25) according to the present embodiment has an engine control device (86) that, when a variation in the load on the engine is detected, performs load variation control that varies fuel injection timing or the amount of fuel injected by a fuel injection device (40), and that, after a prescribed period of time has passed from the performance of the load variation control, returns control operations of the fuel injection device (40) to normal control. The engine control device (86) detects load variations on the basis of a load signal received from a power generator (26).

Description

Engine equipment

The present invention relates to an engine device mounted on a ship or the like, and relates to an engine device provided with a fuel injection device that efficiently burns fuel.

Conventionally, as a fuel injection pump mounted on a large diesel engine, in order to improve fuel efficiency and reduce exhaust gas emissions, control the fuel injection timing, the number of fuel injections, etc. according to the operating state of the engine It has been known. Such a fuel injection pump performs precise fuel injection by opening and closing an electromagnetic spill valve at an arbitrary timing. (See, for example, Patent Document 1).

JP 2007-120463 A

Like the engine device tooth of Patent Document 1, by having a fuel injection pump having an electromagnetic spill valve, fuel injection is performed according to the state of the engine, and combustion efficiency is improved. However, when instantaneous load fluctuations occur, such as when a load is applied to a generator, etc., conventionally, optimization by fuel injection control has taken time, so the state transition timing of fuel injection is It will be delayed with respect to the load fluctuation timing. Therefore, the fuel flow rate required when the load fluctuates is not supplied into the combustion chamber, which not only deteriorates the combustion efficiency in the engine but also hinders the reduction of NOx generation amount and PM (Particulate Matter) generation amount. is there.

An object of the present invention is to provide an engine device that has been improved by examining the current situation as described above.

An engine device according to a first aspect of the present invention includes an engine including a fuel injection device that injects fuel into a combustion chamber in a cylinder of the engine and burns, and a control device that controls a fuel injection operation by the fuel injection device. In the apparatus, when detecting a load change of the engine, the control device executes a load change control for changing a fuel injection amount or a fuel injection timing by the fuel injection device, and executes the load change control after executing the load change control. After the elapse of the period, the control operation for the fuel injection device is returned to the normal control.

According to a second aspect of the present invention, in the engine device according to the first aspect, the engine transmits power to a generator, and the control device is configured to load a load based on a load signal received from the generator. When the fluctuation is detected, the control device executes the load fluctuation control for a predetermined period when the fluctuation is detected.

According to a third aspect of the present invention, in the engine device according to the first aspect, the control device calculates a deviation between the target rotational speed of the engine and the actual rotational speed, and based on the calculated rotational speed deviation, the load fluctuation is calculated. When the load fluctuation is detected, the control device executes the load fluctuation control for a predetermined period.

According to a fourth aspect of the present invention, in the engine device according to the first aspect, the control device calculates a change amount of the actual rotation speed of the engine, and detects a load fluctuation based on the calculated rotation speed change amount. When the load fluctuation is detected, the control device executes the load fluctuation control for a predetermined period.

According to a fifth aspect of the present invention, in the engine device according to any one of the first to fourth aspects, the control device increases the feedback gain of the fuel injection amount by the fuel injection device to perform the load fluctuation control. It is something to execute.

According to a sixth aspect of the present invention, in the engine device according to any one of the first to fourth aspects, the control device advances a fuel injection timing by the fuel injection device, and fuel injection by the fuel injection device. The load fluctuation control is executed by increasing the feedback gain of the amount.

According to the invention of claim 1, in an engine apparatus comprising: a fuel injection device that injects fuel into a combustion chamber in a cylinder of an engine and burns; and a control device that controls a fuel injection operation by the fuel injection device. The control device executes load variation control for varying a fuel injection amount or fuel injection timing by the fuel injection device when detecting a load variation of the engine, and after a predetermined period of time has elapsed after executing the load variation control Since the control operation for the fuel injection device is returned to the normal control, even when the load on the engine is suddenly changed by the load application, the decrease in the engine speed can be suppressed and The engine output corresponding to the load can be maintained.

According to a second aspect of the present invention, the engine transmits power to a generator, and the control device detects a load fluctuation based on a load signal received from the generator, and the control device When the load fluctuation is detected, the load fluctuation control is executed for a predetermined period, so that the load fluctuation can be detected at an early stage. Therefore, it is possible to stabilize the power generation equipment by making the engine respond to load fluctuations at an early stage.

According to the invention of claim 3, the control device calculates a deviation between the target rotational speed of the engine and the actual rotational speed, detects a load fluctuation based on the calculated rotational speed deviation, and the control device includes: When the load fluctuation is detected, the load fluctuation control is executed for a predetermined period. Therefore, the load fluctuation can be detected based on a signal other than the load signal. Therefore, even when there is an abnormality in the load signal, it is possible to check the load fluctuation and to operate the engine by adapting to the load fluctuation.

According to a fourth aspect of the present invention, the control device calculates a change amount of the actual rotational speed of the engine, detects a load fluctuation based on the calculated rotation speed change amount, and the control device detects the load fluctuation. When detected, the load fluctuation control is executed for a predetermined period, so that the load fluctuation can be detected based on a signal other than the load signal. Therefore, even when there is an abnormality in the load signal, it is possible to check the load fluctuation and to operate the engine by adapting to the load fluctuation.

According to the invention of claim 5, since the control device executes the load variation control by increasing a feedback gain of the fuel injection amount by the fuel injection device, the fuel injection amount corresponding to the load variation is set. It can be set early. And since the fuel injection amount by a fuel-injection apparatus can be adjusted optimally, not only fuel consumption can be reduced but PM generation amount can also be suppressed.

According to the invention of claim 6, the control device advances the fuel injection timing by the fuel injection device and increases the feedback gain of the fuel injection amount by the fuel injection device to execute the load fluctuation control. Therefore, the fuel injection amount and the fuel injection timing according to the load fluctuation can be set at an early stage. Since the fuel injection amount and fuel injection timing by the fuel injection device can be optimally adjusted, not only the fuel consumption can be reduced, but also the PM generation amount can be suppressed.

It is the whole ship side view. It is a longitudinal cross-sectional view of FIG. It is the schematic which shows the structure of the intake / exhaust path of the engine apparatus in embodiment of this invention. FIG. 2 is a schematic view schematically showing the inside of a cylinder head in the engine device. It is a perspective view which shows the structure of the cylinder head periphery in the engine apparatus. It is a perspective view which shows the structure in the head cover in the engine apparatus. It is a control block diagram which shows the structure of the engine control apparatus of the engine apparatus. It is a flowchart which shows the detection operation of load injection in the engine control apparatus. It is a time chart which shows the advance angle control operation at the time of detection of load application. It is a time chart which shows the change control operation | movement of a feedback gain at the time of detection of load injection. It is a perspective view which shows the intake / exhaust manifold side (left side surface) of a diesel engine. It is a perspective view which shows the fuel pump arrangement | positioning chamber side (right side surface). It is a side view which shows the same intake / exhaust manifold side (left side surface). It is a side view which shows the fuel pump arrangement | positioning chamber side (right side surface). It is the same top view. It is a side view which shows the supercharger installation side (back surface). It is a side view which shows the generator installation side (front).

Hereinafter, an embodiment embodying the present invention will be described with reference to the drawings when applied to a diesel engine of a generator mounted on a ship.

First, an outline of a ship 1 equipped with a diesel engine will be described with reference to FIGS. 1 and 2. As shown in FIGS. 1 and 2, the ship 1 includes a hull 2, a cabin 3 (bridge) provided on the stern side of the hull 2, a funnel 4 (chimney) disposed behind the cabin 3, and a lower rear part of the hull 2. Provided with a propeller 5 for propulsion and a rudder 6 for steering. In addition, a stern skeg 8 is integrally formed on the bottom 7 of the rear lower part of the hull 2, and a propulsion shaft 9 for rotating the propeller 5 for propulsion is provided. The propulsion shaft 9 is pivotally supported on the stern skeg 8. A hold 10 is provided on the bow side and the center in the hull 2. An engine room 11 is provided on the stern side in the hull 2.

In the engine room 11, a diesel engine 21 and a speed reducer 22 as main engines that are driving sources of the propeller 5, and a power generation device 23 for supplying electric power to the electrical system in the hull 2 are arranged. The propeller 5 is rotationally driven by the rotational power from the main engine 21 via the speed reducer 22. The interior of the engine room 11 is partitioned vertically by an upper deck 13, a second deck 14, a third deck 15, and an inner bottom plate 16. The main engine 21 and the speed reducer 22 are installed on the inner bottom plate 16 at the lowermost stage of the engine room 11, and the power generator 23 is installed on the third deck 15 at the middle stage of the engine room 11. Note that the hold 10 is divided into a plurality of sections.

As shown in FIG. 2, the power generator 23 includes three diesel generators 24. The diesel generator 24 is configured by combining a six-cylinder power generation diesel engine 25 as an auxiliary machine and a generator 26 that generates electric power by driving the diesel engine 25. The three diesel generators 24 are operated in accordance with the required power amount. When a large amount of power is consumed (for example, when entering and leaving the port), all the diesel generators 24 are operated, When the amount of power consumption is relatively small (for example, when anchored), the three diesel generators 24 are selectively operated, and the electric system in the hull 2 generates power from the generator 26 of each diesel generator 24. It is configured to supply power.

Further, as shown in FIG. 2, the exhaust gas discharge pipe 30 of the diesel engine 25 of each diesel generator 24 communicates with the outside from the funnel 4. Three diesel engines 25 are installed for power generation, and three exhaust gas discharge pipes 30 exist for each diesel engine 25. The exhaust gas discharge pipe 30 of each diesel engine 25 is connected to the main path 31 extending to the funnel 4, the bypass path 32 branched from the middle part of the main path 31, and both the main path 31 and the bypass path 32. A casing 33 is provided. That is, three power generation diesel engines 25 are mounted, and an exhaust gas purification system including a main path 31, a bypass path 32, a composite casing 33, and the like is associated with each diesel engine 25.

The composite casing 33 is made of a heat-resistant metal material and has a rectangular tube shape, and is disposed above the second deck 14 on which each diesel engine 25 is disposed (upper side of the engine room 11). A NOx catalyst (not shown) as a selective catalyst reduction device that promotes reduction of NOx in the exhaust gas of the diesel engine 25 is accommodated in the main path 31 inside the composite casing 33. Exhaust gas passes through the NOx catalyst in the main path 31 and is hatched. The bypass path 32 is a path for bypassing the exhaust gas with respect to the NOx catalyst. That is, the exhaust gas moving through the bypass path 32 does not pass through the NOx catalyst. The main path 31 and the bypass path 32 are merged on the exhaust outlet side of the composite casing 33.

Note that a main side switching valve and a switching member for switching the direction of movement of the exhaust gas to the main path 31 or the bypass path 32 are provided at a branch portion between the main path 31 and the bypass path 32 on the exhaust gas inlet side of the composite casing 33. A bypass side switching valve is provided. In the state where the main side switching valve is opened (the bypass side switching valve is closed), the exhaust gas in the exhaust gas discharge pipe 30 passes through the main path 31 (NOx catalyst) in the composite casing 33 and is purified. Then, it is discharged out of the ship 1. In a state where the bypass side switching valve is opened (the main side switching valve is closed), the exhaust gas in the exhaust gas exhaust pipe 30 is not purified by bypassing the NOx catalyst, and is outside the ship 1. Released.

Next, a schematic configuration of the diesel engine 25 will be described below with reference to FIGS. As shown in FIG. 3, the diesel engine 25 has a configuration in which a plurality of cylinders (cylinders) 34 (six cylinders in this embodiment) are arranged in series on a cylinder block 44. Each cylinder 34 communicates with an intake manifold (intake flow path) 49 via an intake port 35. Each cylinder 34 communicates with an exhaust manifold (exhaust flow path) 51 via an exhaust port 36. Accordingly, air (fresh air) from the intake manifold 49 is supplied to each cylinder 34 via the intake port 35, while exhaust gas from each cylinder 34 is discharged to the exhaust manifold 51 via the exhaust port 36. .

The engine device 21 includes a supercharger 37 that compresses air with the exhaust gas from the exhaust manifold 51, and an intercooler 38 that cools the compressed air compressed by the supercharger 37 and supplies the compressed air to the intake manifold 49. ing. The exhaust inlet of the turbine 37a of the supercharger 37 is connected to the exhaust outlet side of the exhaust manifold 51, and the air discharge port (new air) of the intercooler 38 is connected to the air inlet side (new air inlet side) of the intake manifold 49. Outlet) is connected. The air discharge port (fresh air outlet) of the compressor 37 b of the supercharger 37 is connected to the air intake port (fresh air inlet) of the intercooler 38. The turbine 37a is rotationally driven by the exhaust gas from the exhaust manifold 51 to drive the compressor 39a, compress the air (fresh air) taken from outside air, cool it by the intercooler 38, and supply it to the intake manifold 49 To do.

As shown in FIG. 4, the diesel engine 25 has a piston 27 slidably provided in each cylinder 34. The diesel engine 25 forms a combustion chamber M surrounded by the lower side of the cylinder block 44 and the top of the piston 27 in the cylinder 34. The piston 27 reciprocates up and down in the cylinder 34, thereby rotating the engine output shaft (crankshaft) 42 (see FIG. 13) on the lower side of the cylinder 34. A fuel injection valve 39 is inserted into the cylinder head 46 on the cylinder block 44 toward the combustion chamber M formed in the cylinder 34. The fuel injection valve 39 has a tip disposed at the center position of the upper end opening surface of the cylinder 34 and injects fuel oil into the combustion chamber M formed by the upper surface of the piston 27 and the inner wall surface of the cylinder 34.

4 and 5, the diesel engine 25 includes an intake valve 28 that sucks air into the combustion chamber M and an exhaust valve 29 that discharges combustion gas from the combustion chamber M. In the cylinder head 46, the intake valve 28 and the exhaust valve 29 are inserted at positions that are the outer periphery of the fuel injection valve 39. The intake valve 28 opens and closes the intake port 35 to supply air from the intake manifold 49 into the cylinder 34. When the exhaust valve 29 opens and closes the exhaust port 36, combustion gas (exhaust gas) generated in the cylinder 34 is discharged to the exhaust manifold 50.

On the upper side of the cylinder head 46, the upper ends of the two intake valves 28 are connected by a bridge 94, and the upper ends of the two exhaust valves 29 are connected by a bridge 95. The rocker arm 96 with one end abutting on the center of the upper surface of the bridge 94 is connected to the other end of a push rod 98 interlocking with an intake cam on a camshaft (not shown). Further, the rocker arm 97 having one end abutted on the center of the upper surface of the bridge 95 is connected to the other end of a push rod 99 that interlocks with an exhaust cam on a camshaft (not shown). Accordingly, as the

push rods

98 and 99 move up and down in accordance with the rotation of the camshaft, the

rocker arms

96 and 97 swing, and the intake valve 28 and the exhaust valve 29 are respectively connected via the bridges 94 and 95. Move up and down.

The diesel engine 25 has a fuel injection pump 40 for each cylinder 34 as shown in FIGS. 4 to 6, and the fuel injection pump 40 is connected to the fuel injection valve 39 via a fuel discharge pipe (high pressure pipe) 70. is doing. The fuel injection pump 40 has a pump main body 40a in the lower part, and a plunger 75 abutted on a pump cam on a cam shaft (not shown) that rotates in synchronization with the engine output shaft 42 is provided in the pump main body 40a. Move up and down. The fuel injection pump 40 has an electromagnetic spill valve 40b connected to the upper part of the pump body 40a, and controls the opening and closing of the spill valve body 76 of the electromagnetic spill valve 40b, thereby fueling the fuel oil accumulated in the pump body 40a. Pumped to the injection valve 39. The electromagnetic spill valve 40b adjusts the fuel injection amount and injection timing of the fuel injection pump 40.

The fuel injection pump 40 traps fuel oil in the fuel pressure chamber 78 in the pump body 40a when the plunger 75 is raised. Since the fuel injection pump 40 is provided with the fuel pressure chamber 78 at the boundary position between the pump body 40a and the electromagnetic spill valve 40b, the fuel oil confined in the fuel pressure chamber 78 is pumped to the electromagnetic spill valve 40b. The fuel injection pump 40 moves the spill valve body 76 in the electromagnetic spill valve 40b in the horizontal direction by the electromagnetic solenoid 79, and the oil passage on the fuel pressure chamber 78 side and the oil passage on the fuel discharge pipe 70 side of the pump body 40a. And the fuel oil in the fuel pressure chamber 78 is pumped toward the fuel injection valve 39.

A stepped portion 44a is provided on the front upper side of the cylinder block 44, and the fuel injection pumps 40 are arranged on the upper surface of the stepped portion 44a of the cylinder block 44 so as to be arranged in a line along the cylinder head 46 row. The side surface of the pump body 40a in the fuel injection pump 40 is connected to the upper and lower two

fuel oil pipes

69a and 69b, and the upper end of the electromagnetic spill valve 40b is connected to the fuel injection valve 39 in the cylinder head 46 via the fuel discharge pipe 70. It is connected. One fuel oil pipe 69 a is an oil supply pipe that supplies fuel oil to the fuel injection pump 40, and the other fuel oil pipe 69 b is an oil return pipe that returns the fuel oil from the fuel injection pump 40.

Fuel oil is supplied to the pump body 40a of the fuel injection pump 40 through a fuel oil pipe 69a by a fuel supply pump (not shown). The pump main body 40 a supplies the fuel supplied from the fuel oil pipe 69 a to the fuel pressure chamber 78 when the plunger 75 is lowered by the pump cam (not shown). Thereafter, the fuel supplied into the fuel pressure chamber 78 is pressurized by a plunger 75 that slides upward in accordance with the rotation of the pump cam, and is supplied to an oil passage formed in the electromagnetic spill valve 40b. The

When the fuel injection pump 40 discharges fuel oil toward the fuel injection valve 39, the solenoid 79 of the electromagnetic spill valve 40b is excited based on a control signal from the engine control device 86. The spill valve body 76 of the electromagnetic spill valve 40b slides toward the solenoid 79 by the attraction force of the solenoid 79, thereby blocking the return path from the oil path of the electromagnetic spill valve 40b to the oil path of the pump body 40a ( The pressure of the fuel oil supplied from the fuel pressure chamber 78 is maintained. Accordingly, the fuel injection pump 40 supplies the fuel oil pressurized by the fuel pressure chamber 78 and supplied to the electromagnetic spill valve 40b to the fuel injection valve 39 via the fuel discharge pipe 70 by closing the electromagnetic spill valve 40b. Pump.

When stopping the discharge of fuel oil by the fuel injection pump 40, the solenoid 79 of the electromagnetic spill valve 40b is demagnetized based on a control signal from the engine control device 86. The spill valve body 76 of the electromagnetic spill valve 40b slides in a direction away from the solenoid 89 by the urging force of the spill valve spring 77, thereby returning the oil path of the electromagnetic spill valve 40b to the oil path of the pump body 40a. The passage is communicated (the electromagnetic spill valve 40b is opened), and the fuel oil supplied from the fuel pressure chamber 78 is released. Therefore, the fuel injection pump 40 returns the fuel oil pressurized by the fuel pressure chamber 78 and supplied to the electromagnetic spill valve 40b to the pump body 40a side and discharged to the fuel oil pipe 69b by opening the electromagnetic spill valve 40b. Therefore, the discharge of the fuel oil to the fuel injection valve 39 is stopped.

By the way, as described above, by opening the intake valve 28, air is taken into the combustion chamber M formed in the cylinder 34, and then the intake valve 28 is closed and the piston 27 is slid to move the combustion chamber M. Compress the air inside. At this time, the fuel injection pump 40 discharges the fuel oil toward the fuel injection valve 39 based on the opening and closing of the electromagnetic spill valve 40b as described above, so that the fuel injection valve 39 performs the discharge operation. The injected fuel oil is injected into the combustion chamber M to ignite. Thereafter, by opening the exhaust valve 28, the combustion gas (exhaust gas) in the combustion chamber M is discharged to the exhaust manifold 50 through the exhaust port 36.

In the fuel injection pump 40 having the electromagnetic spill valve 40b, the fuel injection timing is controlled by the closing timing of the electromagnetic spill valve 40b, and the fuel is supplied by the closing time (time from closing to opening) of the electromagnetic spill valve 40b. The injection amount is controlled. That is, the engine control device 86 controls the valve closing timing and the valve opening timing of the electromagnetic spill valve 40b of the fuel injection pump 40, whereby the fuel oil injection timing and injection injected from the fuel injection valve 39 through the fuel injection pump 40 Control the amount.

As shown in FIG. 4, the diesel engine 25 includes an engine control device 86 that controls each part of the diesel engine 25, and the engine control device 86 controls the fuel injection amount and fuel injection timing of the fuel injection pump 40. . The engine control device 86 receives a measurement signal from a load measuring device 89 such as a watt transducer or a torque sensor that measures the output of the generator 26 and calculates a load applied to the diesel engine 25. The engine control device 86 receives a measurement signal from an engine rotation sensor 90 such as a pulse sensor that measures the rotation speed of the crankshaft 42 of the diesel engine 25 and detects the engine rotation speed of the diesel engine 25. The engine control device 86 receives the acceleration / deceleration command signal from the speed instruction unit 93 and sets the target engine rotation speed Ns.

As shown in FIG. 7, the engine control device 86 receives an acceleration / deceleration command signal and calculates the target engine speed Ns, and the target engine speed Ns set by the engine speed setting part 101. And a subtractor 102 that calculates a difference ΔN between the measured engine rotation speed (actual engine rotation speed) Ne from the engine rotation sensor 90 and a PID (Proportional Integral Derivative) based on the difference ΔN of the rotation speed obtained by the subtractor 102. A PID control unit 103 that performs control calculation, a fuel injection amount calculation unit 104 that calculates a fuel injection amount based on a calculation value output from the PID control unit 103, and an advance angle control unit 105 that advances the fuel injection timing , A load application detection unit 10 that receives a measurement signal from the load measuring device 89 and the engine rotation sensor 90 and detects the load application. A gain setting unit 107 for setting a P (Proportional) gain and an I (Integral) gain in the PID control unit 103, and a fuel injection amount set by the fuel injection amount calculation unit 104 and an advance angle control unit 105. And an open / close control unit that generates an open / close control signal for the electromagnetic spill valve 40b based on the fuel injection timing.

The engine control device 86 performs PID control of the fuel injection amount from the fuel injection valve 39 based on the acceleration / deceleration command signal given from the speed instruction unit 93 and the measurement signal from the engine rotation sensor 90. That is, the engine speed setting unit 101 sets the target engine speed Ns based on the acceleration / deceleration command signal, and the subtractor 102 determines the actual engine speed Ne and the target engine speed based on the measurement signal from the engine speed sensor 90. A difference value ΔN from the speed Ns is calculated. The PID control unit 103 uses the P gain (multiplication coefficient for the proportional component value) and I gain (multiplication coefficient for the integral component value) set by the gain setting unit 107 for the difference value ΔN of the engine rotation speed obtained by the subtractor 102. ). The fuel injection amount calculation unit 104 calculates the fuel injection amount based on the calculation result by the PID control unit 103 and sends it to the opening / closing control unit 108.

The advance angle control unit 105 sets the fuel oil pumping timing (fuel injection timing) to the fuel injection valve 39 by the fuel injection pump 40. For example, when the advance angle control unit 105 confirms that the load is applied based on the rotation speed difference value ΔN of the subtractor 102, the advance angle control unit 105 advances the fuel injection timing and notifies the open / close control unit 108. The opening / closing control unit 108 calculates the valve closing timing and the valve opening timing of the spill valve 40b based on the fuel injection amount calculated by the fuel injection amount calculating unit 104 and the fuel injection timing by the advance angle control unit 105. Then, the opening / closing control unit 108 outputs a control signal for closing the spill valve 40b at the calculated valve closing timing, starts the fuel oil pumping by the fuel injection pump 40, and at the calculated valve opening timing, the spill valve 40b. A control signal for opening the valve 40b is output, and the fuel oil pumping by the fuel injection pump 40 is stopped.

The load input detection unit 106 receives the measurement signal from the load measuring device 89 or the engine rotation sensor 90 and detects the presence or absence of the load input. When detecting the load application, the load application detection unit 106 notifies the advance angle control unit 105 and the gain setting unit 107 of the detection result. When the advance angle control unit 105 receives a load input notification from the load input detection unit 106, the advance angle control unit 105 advances the fuel injection timing for a predetermined period. Further, when the gain setting unit 107 receives a load input notification from the load input detecting unit 106, the gain setting unit 107 increases the P gain and the I gain (feedback gain) for a predetermined period.

The load input detection operation in the load input detection unit 106 will be described below with reference to FIG. The load input detection unit 106 receives a measurement signal (load signal) of the load measuring device 89 that measures the output of the generator 26 (STEP 1), and also measures a measurement signal of the engine rotation sensor 90 that measures the rotation speed of the crankshaft 42. (Engine rotation signal) is received (STEP 2). Then, the load application detection unit 106 confirms whether or not the load application detection function based on the measurement signal (load signal) of the load measuring device 89 that measured the output of the generator 26 is selected (STEP 3).

When the load input detection function based on the load signal is selected (YES in STEP 3), the load input detection unit 106 checks whether there is an abnormality in the measurement signal (load signal) of the load measuring device 89 (STEP 4). For example, the load input detection unit 106 uses the load measuring device 89 when the signal value or variation rate by the measurement signal from the load measuring device 89 is out of the detection range due to a failure or disconnection of the load measuring device 89. An abnormality is detected in the measurement signal.

When there is no abnormality in the measurement signal from the load measuring device 89 (No in STEP 4), the load application detecting unit 106 is based on the load signal received in STEP 1 and the load signal already received and stored. Load change amount (output fluctuation amount of the generator 26) ΔAc is calculated (STEP 5). That is, the load input detection unit 106 calculates the load change amount ΔAc of the diesel engine 25 based on the history of measurement signals from the load measuring device 89.

The load application detection unit 106 detects the presence or absence of the load application based on the load change amount ΔAc calculated in STEP 5 (STEP 6). That is, the load input detection unit 106 compares the load change amount ΔAc of the diesel engine 25 with the first threshold value, and when the load change amount ΔAc becomes larger than the first threshold value (Yes in STEP 6), the load input amount is detected. It is determined that the load has been detected, and the advance angle control unit 105 and the gain setting unit 107 are notified that the load has been detected (STEP 7).

When the load input detection function by the load signal is not selected (No in STEP 3), or when an abnormality is confirmed in the measurement signal (load signal) by the load measuring device 89 (Yes in STEP 4), the load input detection unit 106 Then, it is confirmed whether or not the load application detection function based on the engine speed deviation is selected (STEP 8).

When the load application detection function based on the engine rotational speed deviation is selected (YES in STEP 8), the actual engine based on the target engine rotational speed Ns received from the engine rotational speed setting unit 101 and the engine rotational signal from the engine rotational sensor 90 An engine rotational speed deviation ΔNse with the rotational speed Ne is calculated (STEP 9). The load application detection unit 106 detects the presence or absence of the application of the load based on the calculated engine speed deviation ΔNse (STEP 10). That is, the load application detection unit 106 compares the engine speed deviation ΔNse with the second threshold value, and detects the load application when the engine speed deviation ΔNse difference becomes larger than the second threshold value (Yes in STEP 10). This is notified to the advance angle control unit 105 and the gain setting unit 107 (STEP 7).

When the load application detection function based on the engine speed deviation is not selected (No in STEP 8), the load application detection unit 106 is based on the engine rotation signal received in STEP 7 and the engine rotation signal already received and stored. Thus, the change amount ΔNe of the actual engine speed is calculated (STEP 11). The load application detection unit 106 detects the presence or absence of load application based on the calculated change amount ΔNe of the actual engine speed (STEP 12). That is, the load application detection unit 106 compares the actual engine speed change amount ΔNe with the third threshold value, and when the actual engine speed change amount ΔNe is larger than the third threshold value (Yes in STEP 12). The advance angle control unit 105 and the gain setting unit 107 are notified that the load has been detected (STEP 7).

When the advance angle control unit 105 receives a load input detection notification from the load input unit 106, the advance angle control unit 105 executes the advance angle control for a predetermined period T1, as shown in FIG. The advance angle control unit 105 receives the notification of load application from the load input unit 106 and starts the advance angle control, and gradually increases the advance amount of the fuel injection timing to the target advance amount Q1. That is, the advance angle control unit 105 increases the advance angle amount immediately after the start of the advance angle control, and sets the advance angle amount Q1 after ΔT1 has elapsed. When a predetermined time T1 has elapsed from the start of the advance angle control, the advance angle control unit 105 cancels the advance angle control, gradually decreases the advance amount of the fuel injection timing, and the fuel before the advance angle control starts. Return to injection timing. That is, the advance angle control unit 105 decreases the advance angle amount immediately after canceling the advance angle control, and sets the advance angle amount to 0 after lapse of ΔT2.

When the gain setting unit 107 receives a notification of load application from the load application unit 106, the gain setting unit 107 increases the feedback gain (P gain and I gain) to be given to the PID control unit 103 for a predetermined period T2, as shown in FIG. . Upon receiving the notification of load application from the load application unit 106, the gain setting unit 107 changes the P gain from the steady value Pc to the maximum value Pmax and at the same time changes the I gain from the steady value Ic to the maximum value Imax. 103. Therefore, the calculation result is increased from the PID control unit 103 and the fuel injection amount calculated by the fuel injection amount calculation unit 104 is increased. In addition, when the gain setting unit 107 confirms the elapse of the predetermined period T2 after receiving the notification of load application from the load application unit 106, the gain setting unit 107 gradually returns the P gain from the maximum value Pmax to the steady value Pc, and at the same time, The gain is gradually returned from the maximum value Imax to the steady value Ic.

In the diesel engine (engine device) 25 of the present embodiment, the engine control device 86 executes load variation control for varying the fuel injection amount or the fuel injection timing by the fuel injection device 40 when detecting the engine load variation. The control operation for the fuel injection device 40 is returned to the normal control after a lapse of a predetermined period from the execution of the load variation control. Even when the load on the diesel engine 25 changes suddenly due to the load application, a decrease in the engine speed can be suppressed, and the engine output corresponding to the input load can be maintained.

The engine control device 86 detects a load fluctuation based on a load signal received from the generator 26. When detecting the load fluctuation, the engine control device 86 increases the feedback gain of the fuel injection amount by the fuel injection device 40 and executes the load fluctuation control for a predetermined period T2. Since the load fluctuation is detected based on the load signal for measuring the output of the generator 26, the load fluctuation can be detected at an early stage, and the diesel engine 25 can be responded to the load fluctuation at an early stage to stabilize the power generation equipment.

The engine control device 86 detects a load fluctuation based on a load signal received from the generator 26. Since the load fluctuation is detected based on the load signal for measuring the output of the generator 26, the load fluctuation can be detected at an early stage, and the diesel engine 25 can be responded to the load fluctuation at an early stage to stabilize the power generation equipment. The engine control device 86 calculates a deviation between the target rotation speed and the actual rotation speed of the diesel engine 25, and detects a load fluctuation based on the calculated rotation speed deviation. Further, the engine control device 86 calculates the amount of change in the actual rotational speed of the diesel engine 25, and detects a load fluctuation based on the calculated amount of change in the rotational speed. By detecting the load fluctuation based on the rotational speed of the diesel engine 25, even when there is an abnormality in the load signal, the load fluctuation can be confirmed and the diesel engine 25 can be operated by adapting to the load fluctuation. it can.

The engine control device 86 executes load variation control by increasing the feedback gain of the fuel injection amount by the fuel injection device 40 during a predetermined period T2 when detecting the load variation. The engine control device 86 advances the fuel injection timing by the fuel injection device 40 for a predetermined period T1 when the load fluctuation is detected. Further, by using the fuel injection device 40 as an electronically controlled fuel injection pump provided with an electromagnetic valve 40b, the fuel injection amount and the fuel injection timing can be controlled only by opening / closing control of the electromagnetic valve 40b.

Therefore, not only the fuel injection amount control mechanism such as the plunger lead or the fuel control rack becomes unnecessary, but also the fuel injection amount and the fuel injection timing corresponding to the load fluctuation can be set at an early stage. Since the fuel injection amount and the fuel injection timing by the fuel injection device 40 can be adjusted optimally, not only the fuel consumption can be reduced, but also the NOx generation amount and the PM generation amount can be suppressed.

Next, with reference to FIGS. 11 to 17, the diesel engine according to the present invention will be described below, focusing on the exhaust gas discharge structure, taking as an example a diesel engine for power generation in which superchargers are arranged in two stages. To do. As shown in FIGS. 13 to 14, the generator diesel engine 25 and the generator 26 are mounted on the base frame 41. An output shaft (crankshaft) 42 projects from one side of the diesel engine 25, and a flywheel 43 is pivotally supported on the output shaft 42, and the output shaft 42 is connected to the generator 26. The machine 26 is configured to be driven.

Further, as shown in FIGS. 11 to 17, the diesel engine 25 includes a cylinder block 44 for 6 cylinders mounted on the base frame 41, and an oil pan 45 as an engine oil tank installed on the lower surface side of the cylinder block 44. A cylinder head 46 disposed on the upper surface side of the cylinder block 44 and a head cover 47 for six cylinders disposed on the upper surface side of the cylinder head 46 are provided. A fuel pump arrangement chamber 48 is provided on one side surface in the longitudinal direction of the rectangular box-shaped cylinder block 44, and an intake manifold 49 is formed on the other side surface in the longitudinal direction of the cylinder block 44. An exhaust manifold 51 is disposed on the side surface.

Note that one side surface of the cylinder block 44 in which the fuel pump arrangement chamber 48 is arranged in the longitudinal direction (cylinder installation width for six cylinders) is referred to as the front surface of the diesel engine 25 and the cylinder in which the intake manifold 49 and the exhaust manifold 51 are arranged. The other side surface of the head 46 in the longitudinal direction is referred to as the back surface of the diesel engine 25, and one side surface of the cylinder block 44 in which the generator 26 is disposed (one cylinder installation width) is defined as the left side surface of the diesel engine 25. The other side surface in the short direction of the cylinder block 44 is referred to as the right side surface of the diesel engine 25. In addition, an intake valve and an exhaust valve (not shown) are attached to the cylinder head 46, an opening / closing mechanism for the intake valve and the exhaust valve is provided inside the cylinder head cover 47, and the

fuel pipes

69a and 69b described above (FIG. 6). And a fuel injection pump 40 (see FIG. 6), a cam shaft (not shown), and the like are installed in the cylinder block 44 of the fuel pump arrangement chamber 48.

As shown in FIGS. 11 to 17, a fuel system-equipped component such as a fuel pump is provided in the fuel pump arrangement chamber 48 on the front side of the diesel engine 25, while each side of the cylinder block 44 and the cylinder head 46 on the rear side of the diesel engine 25. Intake / exhaust system attachment parts such as the intake manifold 49 and the exhaust manifold 51 are provided, and the fuel system attachment parts and the intake / exhaust system attachment parts are separately arranged on the front side and the back side of the diesel engine 25. The exhaust manifold 51 has a cylinder connection pipe 52 that communicates with the first to sixth cylinders of the diesel engine 25, and the exhaust manifold 51 is disposed in parallel above the intake manifold 49. In addition, an engine coolant pipe 53 for cooling the diesel engine 25 is extended between the head cover 47 and the exhaust manifold 51 in parallel with the exhaust manifold 51. That is, the exhaust manifold 51 between the cylinder head 46 and the high-pressure supercharger 56 and the engine cooling water pipe 53 are extended in parallel to one side of the head cover 47 row.

Further, as shown in FIGS. 11 to 17, the two-stage supercharger 55 connected to the intake manifold 49 and the exhaust manifold 51 includes a high pressure supercharger 56, a high pressure side intercooler 57, a low pressure supercharger 58, and a low pressure side intercooler. A cooler 59 is provided. The high-pressure side intercooler 57 and the low-pressure side intercooler 59 are arranged adjacent to each other by partitioning the inside of the square box-shaped intercooler main body 54.

The high pressure supercharger 56 includes a high pressure compressor 61 and a high pressure turbine 60, and the low pressure supercharger 58 includes a low pressure compressor 63 and a low pressure turbine 62. The exhaust gas inlet 64 of the high-pressure turbine 60 is connected to the exhaust manifold 51, and the exhaust gas inlet 67 of the low-pressure turbine 62 is connected to the exhaust gas outlet 65 of the high-pressure turbine 60 via the high-pressure exhaust gas pipe 66. An exhaust gas intake side end of the exhaust gas discharge pipe 30 is connected to the gas outlet 68.

With the above configuration, the exhaust gas of the power generating diesel engine 25 discharged from the exhaust manifold 51 sequentially moves to the high pressure turbine 60, the high pressure exhaust gas pipe 66, and the low pressure turbine 62, and then the exhaust gas outlet of the low pressure turbine 62. It moves from 68 to the exhaust gas discharge pipe 30, is hatched in the composite casing 33 provided in the middle of the exhaust gas discharge pipe 30, and is discharged outside the ship. Further, the high-pressure turbine 61 drives the high-pressure compressor 61, and the low-pressure turbine 62 drives the low-pressure compressor 63.

On the other hand, a supply air filter 71 is provided on the fresh air intake side of the low pressure compressor 63, a low pressure side intercooler 59 is connected to the fresh air delivery side of the low pressure compressor 63 via a low pressure fresh air passage pipe 72, and a low pressure side intercooler. 59 is connected to a fresh air intake side of the high pressure compressor 61 via a fresh air introduction pipe 73, and a high pressure side intercooler 57 is connected to a fresh air delivery side of the high pressure compressor 61 via a high pressure fresh air passage pipe 74. The fresh air taken in from the air supply filter 71 is pressurized by the low-pressure compressor 63 and then cooled by the low-pressure side intercooler 59, and then moves from the low-pressure side intercooler 59 to the high-pressure compressor 61. Is further pressurized, cooled by the high pressure side intercooler 57, and fed to the intake manifold 49.

Furthermore, as shown in FIG. 13, an engine lubricating oil mechanism 80 for circulating the engine oil of the power generating diesel engine 25 is provided. The engine lubricating oil mechanism 80 includes an oil pump (not shown) for sending engine oil from the oil pan 45, an oil cooler 82 for cooling the engine oil, an oil filter 83 for hatching the engine oil, and the like. An oil cooler 82 and an oil filter 83 are fixed in a horizontal row on the side of the cylinder block 44 (the back of the diesel engine 25) where the intake manifold 49 and the exhaust manifold 51 are arranged. The engine oil in the oil pan 45 is circulated in the cylinder block 44 or the cylinder head 46 through the oil cooler 82 and the oil filter 83.

As shown in FIG. 13, the cylinder block 44 in which the fuel pump arrangement chamber 48 is arranged is offset to one side surface (front side of the diesel engine 25) in the longitudinal direction opposite to the side surface of the cylinder block 44 (back side of the diesel engine 25). Thus, the intake manifold 49, the exhaust manifold 51, the oil cooler 82, and the oil filter 83 are arranged. In addition, a cooling water pump (not shown) is connected to the high pressure side intercooler 57, the low pressure side intercooler 59, and the oil cooler 82 via cooling

water pipes

84a, 84b, and 84c. That is, the cooling water is circulated through the high pressure side intercooler 57, the low pressure side intercooler 59, and the oil cooler 82, and fresh air from the high pressure turbine 60, fresh air from the low pressure turbine 62, and engine oil in the oil cooler 82 are removed. It is configured to cool.

On the other hand, as shown in FIG. 14, the start / stop switch box 87 and the engine starter 88 are respectively arranged so as to be offset toward the side of the cylinder block 44 (the front side of the diesel engine 25) where the fuel pump disposition chamber 48 is disposed. That is, the operator moves to the side (front side) of the cylinder block 44 in which the fuel pump arrangement chamber 48 is arranged, and the diesel engine 25 is started or stopped without being affected by the radiant heat of the exhaust manifold 51 or the like. Can be performed. Further, on one side of the diesel engine 25, on the upper side of the flywheel 43 supported by the output shaft 42, the control of the fuel injection timing and the fuel injection amount by the fuel injection pump 40 (see FIG. 6), etc. An engine control device 86 for controlling the operation of each part is arranged.

Next, the mounting structure of the two-stage supercharger 55 (high pressure supercharger 56, low pressure supercharger 58) and the intercooler body 54 (high pressure side intercooler 57, low pressure side intercooler 59) will be described. As shown in FIGS. 11 to 17, of the side surfaces of the cylinder block 44 of the power generating diesel engine 25, the side surface facing the side surface (the left side surface of the cylinder block 44) on the generator 26 side where the output shaft 42 projects. The two-stage supercharger 55 and the intercooler body 54 are disposed on the right side surface of the cylinder block 44. That is, one end of the output shaft 42 and the generator 26 are disposed on the left side surface portion of the diesel engine 25, and the two-stage supercharger 55 and the intercooler body 54 are disposed on the right side surface portion of the diesel engine 25.

11 to 17, a supercharger unit frame 91 for attaching the two-stage supercharger 55 and the intercooler main body 54 is provided. The supercharger unit frame 91 includes a vertical portion 91a that is bonded and fixed to the right side surface of the cylinder block 44 opposite to the left side surface on which the generator 26 is disposed, and a horizontal portion 91b that is connected in an L shape to the upper end side of the vertical portion. Have The vertical portion 91a is fastened and fixed to the right side surface of the cylinder block 44 in a substantially vertical posture, and one end side of the horizontal portion 91b is integrally connected to the upper end of the vertical portion 91a, and the horizontal portion 91b is moved away from the cylinder block 44. The other end side protrudes substantially horizontally. The vertical portion 91a and the horizontal portion 91b are integrally formed by combining a plurality of metal plates by welding.

Further, a high pressure supercharger 56 and a low pressure supercharger 58 are attached to the upper surface side of the horizontal portion 91b of the turbocharger unit frame 91 in which the vertical portion 91a is joined and fixed to one side surface (right side surface) of the diesel engine 25. Yes. The low-pressure supercharger 58 is arranged close to the right side surface of the diesel engine 25, and the high-pressure supercharger 56 is arranged apart from the right side surface of the diesel engine 25. That is, the low-pressure supercharger 58 is disposed on the upper surface side of the horizontal portion 91b and connected to the upper end of the vertical portion 91a, and the diesel engine is disposed on the upper surface side of the horizontal portion 91b. The high-pressure supercharger 56 is disposed on the upper surface side of the end portion of the horizontal portion 91b that is separated from the right side surface of 25. In addition, if the external shape and self-weight of the high-pressure supercharger 56 are compared with the external shape and self-weight of the low-pressure supercharger 58, the high-pressure supercharger 56 is configured to be small and light, and the low-pressure supercharger 58 is configured to be large and heavy. .

On the other hand, the upper surface of the intercooler main body 54 is bonded and fixed to the lower surface of the horizontal portion 91b of the supercharger unit frame 91, and the intercooler main body 54 is attached in a suspended posture to the lower surface side of the horizontal portion 91b. The supply air (fresh air) temperature sent from the high pressure supercharger 56 is configured to be lowered by the low pressure side intercooler 59 or the high pressure side intercooler 57 of the intercooler body 54. In addition, a cradle frame 92 is fixed to the upper surface side of the horizontal portion 91b to which the upper end portion of the vertical portion 91a is connected, of the upper surface side of the horizontal portion 91b of the supercharger unit frame 91, and the Among the one end portions of the exhaust manifold 51 that mounts the feeder 58 and causes the high-pressure supercharger 56 to lead out the exhaust gas of the engine 25, the one end portion of the exhaust manifold 51 near the exhaust gas inlet 64 of the high-pressure compressor 60 is placed horizontally. Through a space between the portion 91 b and the cradle frame 92, the low pressure supercharger 58 is extended in a penetrating manner. That is, the shortest distance between the exhaust manifold 51 and the cylinder block 44 and the high pressure supercharger 56 is achieved without bypassing the outside of the low pressure supercharger 58 disposed between the cylinder block 44 and the high pressure supercharger 56. Can be extended.

Further, a fresh air introduction path (not shown) is opened in the vertical portion 91a to be joined and fixed to the right side surface of the cylinder block 44, and the cylinder block 44 and the high pressure side intercooler 57 are joined by the vertical portion 91a, so that the high pressure side intercooler is joined. The fresh air outlet 57a of 57 is connected to the inlet of the end portion of the intake manifold 46 via a fresh air introduction path (not shown) so that the fresh air of the high pressure side intercooler 57 is supplied to the intake manifold 46. is doing.

As shown in FIGS. 11 to 17, a high pressure supercharger 56 as a first supercharger and a low pressure supercharger 58 as a second supercharger are arranged in series in the exhaust gas discharge path of the diesel engine 25. In the engine device, the high-pressure supercharger 56 and the low-pressure supercharger 58 are arranged on one side of the diesel engine 25, the low-pressure supercharger 58 is arranged close to one side of the diesel engine 25, and Since the high-pressure supercharger 56 is disposed away from one side of the diesel engine 25, the low-pressure supercharger that is larger and heavier than the high-pressure supercharger 56 is interposed between the diesel engine 25 and the high-pressure supercharger 56. While the charger 58 can be installed stably and the support structure of the high-pressure supercharger 56 and the low-pressure supercharger 58 can be simplified, the supply air pipe (new air) on the high-pressure supercharger 56 side where the supply air temperature is high Introduction pipe 7 Etc.) can be installed away from one side of the diesel engine 25, while a supply pipe (such as the vertical portion 91a of the turbocharger unit frame 91) on the low-pressure supercharger 58 side where the supply air temperature is low is connected to the diesel engine 25. It can be supported close to the side surface, and the charge / air cooling structure of the diesel engine 25 can be simplified. Attached parts such as a cooling water circulation pump or an engine oil circulation pump can be collectively attached to the lower space of each of the

superchargers

56, 58, and the maintenance workability of each attached part can be improved.

11 to 17, the vertical portion 91a of the supercharger unit frame 91 is joined and fixed to one side surface of the diesel engine 25, and the high pressure supercharger is disposed on the upper surface side of the horizontal portion 91b of the supercharger unit frame 91. 56 and a low-pressure supercharger 58 are attached. Accordingly, the low-pressure supercharger 58 can be arranged on the upper surface side of the supercharger unit frame 91 near the vertical portion 91a of the horizontal portion 91b of the horizontal portion 91b. The support structure such as the supercharger unit frame 91 can be simplified while securing the support rigidity of the charger 58.

As shown in FIGS. 11 to 17, the structure is provided with an intercooler main body 54 as an intercooler that lowers the supply air temperature of the high-pressure supercharger 56 and the low-pressure supercharger 58, and is provided on one side of the diesel engine 25. The vertical portion 91 a of the charger unit frame 91 is joined and fixed, and the intercooler body 54 is attached to the lower surface side of the horizontal portion 91 b of the supercharger unit frame 91. Therefore, one side surface of the intercooler body 54 can be opposed to one side surface of the diesel engine 25 across the vertical portion 91a of the supercharger unit frame 91, and the intake manifold 49 and the intercooler body 54 of the diesel engine 25 are newly provided. A part of the turbocharger unit frame 91 can be used as a pipe for connecting to the air outlet 57a, and the simplification of the air supply pipe or the reduction of the air supply resistance can be easily achieved.

As shown in FIGS. 11 to 17, the high pressure supercharger 56 is provided with an exhaust manifold 51 as an exhaust pipe for deriving exhaust gas of the diesel engine 25, and has an upper end of a vertical portion 91a of the supercharger unit frame 91. One end of the horizontal portion 91b of the supercharger unit frame 91 is connected in an L shape to the upper side of the horizontal portion 91b of the supercharger unit frame 91 to which the vertical portion 91a of the supercharger unit frame 91 is connected. The cradle frame 92 is fixed, the low pressure supercharger 58 is mounted on the cradle frame 92, and the exhaust manifold 51 is extended between the horizontal portion 91 b of the supercharger unit frame 91 and the cradle frame 92. . Therefore, the exhaust manifold 51 for connecting the high-pressure supercharger 56 to the diesel engine 25 can be formed linearly, the exhaust resistance between the diesel engine 25 and the high-pressure supercharger 56 can be reduced, and the diesel engine 25 to the high-pressure supercharger 56 can be reduced. The exhaust pipe line between the feeders 56 can be easily configured.

As shown in FIGS. 11 and 15, an exhaust manifold 51 as an exhaust pipe between the diesel engine 25 and the high pressure supercharger 56 and an engine coolant pipe 53 as a coolant pipe are parallel to one side of the head cover 47 row. It is extended to. Accordingly, the exhaust manifold 51 and the engine coolant pipe 53 can be compactly installed on one side of the head cover 47 row, but the one side of the head cover 47 row on which the exhaust manifold 51 and the engine coolant pipe 53 are arranged. For example, the oil filter 83 or the oil cooler 82 can be easily installed using the side surface of the diesel engine 25. A fuel pump arrangement chamber 48, a start / stop switch box 87, an engine start device 88, and the like can be arranged on the side surface of the diesel engine 25 on the other side of the head cover 47 row, and a work space for starting or stopping the diesel engine 25, etc. Can be easily secured.

Note that the high-pressure supercharger 56 and the low-pressure supercharger 58 may be integrally combined and arranged on the side surface on one side of the diesel engine 25. The dynamic pressure type exhaust manifold 51 includes, for example, a first exhaust manifold that communicates with the first cylinder, the fourth cylinder, and the fifth cylinder of the diesel engine 25, the second cylinder, the third cylinder, and the sixth cylinder of the diesel engine 25. A plurality of exhaust manifolds such as a second exhaust manifold communicating with the cylinder may be used.

25 diesel engine 39 fuel injection valve 40 fuel injection pump 40a pump body 40b electromagnetic spill valve 47 head cover 49 intake manifold 51 exhaust manifold (exhaust pipe)
69a Fuel oil pipe (oil supply pipe)
69b Fuel oil pipe (oil return pipe)
70 Fuel discharge pipe (high pressure pipe)
75 Plunger 76 Spill valve body 77 Spill valve spring 78 Fuel pressure chamber 79 Electromagnetic solenoid 86 Engine control device 89 Load measuring device 90 Engine rotation sensor 101 Engine rotation speed setting unit 102 Subtractor 103 PID control unit 104 Fuel injection amount calculation unit 105 Angle control unit 106 Load application detection unit 107 Gain setting unit 108 Open / close control unit

Claims

An engine device comprising: a fuel injection device that injects fuel into a combustion chamber in a cylinder of an engine and burns; and a control device that controls a fuel injection operation by the fuel injection device.
The control device executes load variation control for varying a fuel injection amount or fuel injection timing by the fuel injection device when detecting a load variation of the engine, and after a predetermined period of time has elapsed after executing the load variation control An engine device for returning the control operation for the fuel injection device to normal control.
The engine transmits power to a generator,
The control device detects a load fluctuation based on a load signal received from the generator,
The engine device according to claim 1, wherein the control device executes the load variation control for a predetermined period when the load variation is detected.
The control device calculates a deviation between the target rotation speed and the actual rotation speed of the engine, detects a load fluctuation based on the calculated rotation speed deviation,
The engine device according to claim 1, wherein the control device executes the load variation control for a predetermined period when the load variation is detected.
The control device calculates a change amount of the actual rotation speed of the engine, detects a load fluctuation based on the calculated rotation speed change amount,
The engine device according to claim 1, wherein the control device executes the load variation control for a predetermined period when the load variation is detected.
The engine device according to any one of claims 1 to 4, wherein the control device executes the load variation control by increasing a feedback gain of a fuel injection amount by the fuel injection device.
2. The control device executes the load variation control by advancing a fuel injection timing by the fuel injection device and increasing a feedback gain of a fuel injection amount by the fuel injection device. The engine device according to any one of 1 to 4.